Priming device.



M. C. KOFF.

PHHHNG DEVICE.

APPLICATION FILED SEPT 8. 1914.

i 9 1 485693 B Patented Aug 915.

2 SHEETS- S MQLVOSB Kgp M. G. KUPF.

PRIMING DEVICE.

APPLICATION man sEPLBi 1914.

Pmmmd Aug. 3, 1915.

2 SHEETS SHEET 2- Meh'b se GK I rg'gu.

lg I. v 71/ fill/4 g MELROSE G. KOPF, OF DAYTON, OHIO, ASSIG'NO3 T MQGORMICK an s'ra'rns GGMIPANY, OF DAYTON, 0330.

PRIMING DEVICE.

Application filed September 8, 1914-. Serial No. 869,545.

T aZZ w/lom it may concern: v

lie known that I, Mnrnosn G. Kort, a

citizen of the llnited States, residing at Day ton. in the county of Montgomery and State of Ohio.-have invented certain new and use for internal combustion engines and, while the device is applicable to explosive engines of various kinds. it is designed more particularly for use in connection With automobile engines.

As is well known difiiculty is often experienced, particularly in cold weather, in securing an initial explosion of such a character that it will start the engine into operation. this beingdue usually to imperfect carburation. This diliiculty is experienced in connection both with engines which are started or "cranked by hand and those which are started by means of a self-starter, which turns the engine over to cause the initial compression and explosion. When this diliiculty is experienced it is customary I to inject a quantity of raw gasolene into the several cylinders through special pruning;

cocks. This. however. makes it necessary to raisethe hood of the engine and use a special contahier to inject the gasolene into the cylinders. This very inconvenient even when the engine is being cranked by hand and is especially so when a sell starter is being used. because it makes it necessary tor the driver to leave his seat. which would otherwise be unnecessary. Yarioiis attempts have been made toprovide priming devices. In some instances a bv-pass has been pro- 1 vided to carry the asolene around the carburetor and directly to the engine. the gasolene being drawn through this by-pass by the suction in the cvlinders when the engine is turned. over. Other devices have been provided in an attempt to enable the driver to control the priming from his seat. None, however. have been satisfactory and the most. if not all of these devices, will cause the carhureter to be flooded because there is no means for determining or regulating the amount o asolene that is injected intothe cylinder. This flooding is particularlyserious where the injection is made in the intake manifold it is usually cold and Specification of Letters Patent.

the fuel injected therein is largely condensed before it reaches the cylinders.

The obje of the present invention is to overcome these various diliiculties and provide a priming device. the operation or which can be controlled the driver from his seat to cause measured quantities of fuel to be injected directly into the cylinders.

A further object of the invention is to provide such a devicewhich will be powerop- -erated and t .9 operation of which will be controlled by a single controlling device, whiclrvvill not only cause the operation of the n ecting device or pump but will also control the valve which is interposed between the injecting device and the source of fuel supply.

Another object is to provide controlling means which will cause a single operation of the injecting device, whicn operation can be repeated as often as desired Without further manipulation of the vfve.

A further objectis to provide such a de vice in wliich the valve may remain open while the injecting device is idle, thus permitting the fuel to be drawn into the eviinders by the suction of the pistons, and which will permit the regulation of the amount oi fuel so drawn into the cylinders.

A further object of the invention is to provide such a device with an air inlet which will be controlled by the valve which controls the fuel supply ant. which may be adjusted to admit air to the cylinders when it becoz. es desirable to modify the mixture taken from the carburetor.

It is a further object of the invention to pr vide an injecting device or pump which will be very simple in its construction. positive in its operation and which, upon each operation thereof, Will inject into the cylinders a ineasured quantity of fuel.

A further object of the invention is to provide a device of this kind in combination with an electric starter and to so arrange the controlling device that it Will not only open the valve to cause the operation of the pump. but by a further movement will cause the operation of the self starter to cause the engine to he turned. over; and a further object is to connect the ignition system with such controlling device so that when the controlling device is in any position except its neutral position the ignition circuit will be closed, in this manner reducing the iauinber MAHUFACTURIEG ling device showing thecircuits' in diagram;

Fig. 3 is a vertical sectional view of the controlling valve; and Fig. 4 s a sectional view of the pump cylinder takep at right angles 4 to the section of Fig. 1.

In these drawings I have illustrated one embodiment of my invention and have shown the same as applied to an automobile engine, two cylinders of which are indicated at 1, and the dash of the machine in which the engine is mounted is shown at 2. It will be understood that the engines may be of any suitable type. In carrying out my invention I provide-an injecting device or pump which is power operated and is preferably electrically controlled This pump communicates with a source of fuel supplywhich may be either the supply tank for the carbureter or a special container and, where a special container is employed, ether, alcohol or any suitable highly volatile fluid may be used. The injector is connected with each cylinder of the engine whether it has one or six cylinders. Thepoint of connection with the cylinders is optional. It may be either through the intake manifold, through the priming cups or, preferably,

through a supplemental manifold connected with the cylinders. In the present instance I have employed a supplemental manifold which isshown at 3, and is connected with the heads of the several cylinders by means of nipples 4: which are inserted in the taps which ordinarily carry the priming cups,

these cups having been removed. The man1 fold 3 is connected by means of a delivery pipe with the injecting device or pump which is shown at 6 and which is connected by means of a pipe Twith the source of fuel supply, be it either the gasolene tank or a special container.

The injecting device or pumpmay be of any suitable construction but preferably is of such a character that it may be caused to make a single operation at the will of the driver and that this operation will inject into the cylinders a predetermined quantity of fuel- In the present instance the device comprises a cylinder 8 in which is mounted a pisdm 9. .This cylinder is connected at a point below the lowermost limit of move ment-of the piston with the supply pipe 7 and also with the delivery pipe 5. Check valves 10 and 10 are interposed between the cylinder and the delivery pipe and sup ply pipe, respectively, and a positively actuated valve is provided to control the flow forms a positive limit for the downward movement of the piston.

Any suitable means may be employed for operating, and controlling the operation of,

instance I have employed a spring 13 coiled about a piston rod 11 and confined between j I the piston and the head of the cylinder, this spring serving'to impart downward movement to the piston Upward movement to I H the piston is preferably imparted by means of an electro-magnet which is here shown in .the form of a solenoid 15 mounted on the upthe piston in the cylinder. In the present per end ofthe cylinder 8 and having its core 16 directly connected to, and, as here shown, formed integral with the piston rod 14. The solenoid is connected in a circuit 17 which is connected with a battery 18 and with one of the contact members 19 of a circuit breaker and closer, the other side of the circuit breaker and closer and the battery 18 are grounded in the frame of the-machine in the usual manner. By closing the circuit through the solenoid the piston will be drawn upward against the tension of the spring, thus drawing a charge of fuel into When the circuit is broken.

and the solenoid deenergized the spring will the cylinder.

force the piston downward, discharging the fuel through the delivery pipe to the cylin-;

ever, that by providing the piston and solenoid core of sufficient weight gravity may be substituted for and will be the full equiv- .ders of the engine. It will be obvious, how,- 1

alent of the spring 13. Inasmuch as the piston is moved to the limits of its movement upon each operation thereof it, will be apparent that each operation of the pump will inject a measured quantity of fuel into the cylinders. a I

The circuit breaker and'closer may be of any suitable character but is preferably coupled with the Valve '11 so that this valve will be opened before the solenoid'i's energized. Ashere shown the circuit breaker and closer comprises a base plate 20 on one side of which is mounted the contact member 19 and on which is pivotally mounted a lever 21, and is of the character commonly known as a kick switch l,- these switches being ar-' ranged on the dash close to the foot-board who're they can be readily engaged by the footof the" driver and operated. The switch inc lever 21 has a disk 22, surrounding its pivot, which p ovided along its lower portion with a series of notches 23 adapted to engage a resilient detent it which serves to hold the lever in adjusted positions. The switch lever 21 not only has pivotal movement but also mounted for movement toward and awav from the base plate. To this end it is nlly secured to a pivot pin 25 which is sh mounted in the base plate and th cash "2. A spring 26 coiled about the pin 2 between the base plate and the switch lever tends to hold the switch lever outward and when l in its outward position the lever is spaced such a dis tance from the base plate that the pivotal movement of the lever. willnot cause it to engage the contact member 19. The pivot pin is slidably connected with the stem of the valve 11 and the port 1'28 in the valve 11 is so arranged that when the lever is in its neutral position which, in the present instance, is its vertical position. the port will be out of alinement with the pipe 7 and .25 the tlow oi the fluid will be prevented. The sliding connection is such that it will not be broken by the movement of the lever toward or away from the base plate 20, and the resilient detect 2% is elongated in such a manner as to pc unit this bodily movement without releasing the lever for pivotal move ment it will be apparent, therefore, that withthe switch lever 21 in its neutral position, as slunvn in Fig. theivalve will be closed and the circuit through the solenoid will be hr en. To insert a charge of fuel in the engine the lever is first moved about its a. toward the contact member 19 and 15 then 1o ved inwardto cause it to engage that the first movement opening the he ond closing the contact and n nct. thereby elevating the 15 a charge of fuel into the 's then released and the lie ame out and, breaking .ing the solenoid and mg 13 to move the piston a injecting a charge of cu -e. in the ordinary opert two of these movements may n a s ngle movement, that is, is being thrown over about its 0 be pressed inward so that'it 0 contact member as soon as has been located sufiicient distance. After the charge has been injected a spark is produced in the cylinder in any suitable manner, usual method being to turn the engine ovc by the use of the starting mecham. n, or other 1 c. to produce the'spark in the usual manner. In the present instance I have combined the i ting switch with the priming switch so th i tch lever serves for both purpos c here noun; a second contact 38' is mounted on the :base' plate 20vjust beyond the contact l9. When the switch lever has been moved into en gagement with the contact 19 instead of releasing the same it may be moved a notch.

further and brought into engagement with the contact 38, thus not only deenergizing the solenoid and causing a charge to be injected into the engine,-but causing the starting mechanism to operate. It the engine does not start when first turned over a new charge may be injected therein by again moving the switch lever into engagement with the contact 19, this movement being such that it will not affect the position of the valve 11, it being understood that this valve remain open so long as the lever is in engagement with the contact members 19 or 38. Thus, repeated operations of the pump may be had without affecting the valve. Inasmuch as the valve remains open the fuel supply is directly connected with the engine andthe action of the pistons in the engine cylinders, whether these be operated by an explosion in the cylinder or by starting mechanism, will serve to draw the fuel through the pipes 7 and 5 to the cylinders. Consequently, a charge of fuel is drawn into the cylinder when the pistons are operated even though the carbureter may not yet be operating properly. If after the engine is in operation and be fore the engine and carburetor have warmed up to their normal operating condition, it is found the fuel supply is inadequate, this may be increased by manipulating the valve, independently of the injector to connect the engine with the supply tube 7, thus permits,

ting an additional supply of fuel to be drawn into the cylinders through this pipe. As the engine approaches its normal condi tion this valve can be gradually closed and this additional supply reduced and finally cut oil entirely. Likewise, it will also be apparent that inasmuch as the valve is capable of operation independently of the injector the supply pipe 'Fcan be connected with the engine at any time this additional supply of fuel is desired.

It sometimes happens when operating at a high speed, or under other conditi.ons,'that the air supplied by the carbureter is iusutlicient to provide a proper mixture and I have, therefore. provided means in connec tion with the priming mechanism for supplying the additional air to the cylinders and for positively controlling this supply. As here shown the casing of the valve 11 is provided with by-pass '29 and the turn plug of the valve has a second port -ar ranged at an angle to the port 28 and adapted to be moved into alinement with the b v pass 29 only when the port 28 is in a position to prevent the flow of fuel through the pipe 7. Further, the port 30 is so arranged with reference to the port 28 and the switch lever that when the lever is in its neutral position both the port 28 and the port 30 will be closed and neither fuel nor air will pass to the cylinder.. When an additional quantity of air is desired it. is only necessary to move the switch lever to the right, thus opening the by-pass and permitting the operation of the pistons todraw air through the bypass andfdelivery pipe 5 into the cyl- There is necessarily a number'of actuating and controlling devices on the dash board of the present day automobile and it is desirable to eliminate as many of these parts as possible and render the constructions ascompact as may be.

15 also desirable to combine the lgIHtlOD To this end it switch with the priming switch and starting switch, and I have connected the ignition devices, which are shown as a Whole at 31,

with contact plates 32 mounted on the base 20 and so arranged that when the switch lev'er i'sjin its neutralposition it will not engage'eithei' of these plates but as soon as the switch lever is neutral as to all parts it is moved from its neutral position it will engage one of the plates and close the ignition circuit. If desired, the valve mechanism may be so arranged with relation to the switch lever that one or the other of the ports 28 or 30 will not begin to open until .the lever has been moved an appreciable distance, thus allowing the lever to be brought into engagement with one of the contact plates without movinggthe valve far enough to open either of the ports, thereby providing a secondary neutral position in which except the ignition. In addition to regulating the mixture in the cylinders it has been found that the passage of the air through the valves and chambers of the priming mechanism servesto cleanse these parts of oil or other matter which might adhere thereto and cause the. parts to become gummy.

-The operation of the priming device w ll be readily understood from the foregoing description of the several parts thereof and it will be apparent that bv the manipulation of a single device I connect the injecting device with the source of fuel supply to cause the same. to operate to inject a measured charge of this fuclcinto the cylinders of the engine. It will also be apparent that by the further manipulation of this controlling device. or switch lover the starting device, which has been inoperative during the action of the priming device, can be set into motion. Further,- by the manipulation of this same controlling'dcvicc air can be admitted to the cylinders and the quality of the mixture therein regulated. Moreover,

it avill be apparent that the mechanism is very simple, very compact and is positive in its operation; that it can be'mounted on the forward side of the dash-board without occupying the space that is otherwise needed, and the controllingdevice mounted on the rear side ofthe dash-board where it will be readily accessible and will not only occupy but little space but will combine in itself the control of a plurality of mechanisms, thereby eliminating from the'dash-board sepa- Having thus fully described my inven tion, what I claim as new and desire to secure byLetters Patent, 1s:

1. In a priming device for an internal combustion .engine, the combination, with an injector communicating with a source of fuel supply and connected with the cylinder of the engine, and a valve to control the flow of fuel to said engine, of'a single device to cause said valve and said injector to be separately operated, whereby one of said parts may be operated independently of the other. v

2. In a priming device for an internal combustion engine, the combination, with an injector communicating with a source of fuel supply 'and con nectedwith the cylinder of the engine, and a valve to control the flow of fuel to said engine, of a single device operable to open said valve and to cause repeated operations of said injector while said valve is in its open position.

v 3. In a priming device for an internal combustion engine, the combination, with an in ector communicating with a-source of fuel supply and vconnected with the cylinder I of the engine, and a valve to control the flow of fuel to said engine, of a-single de-..

vice operable to open said valve, cause the operation f said injector and retain said valve in its open' position independently of the 'ODOI'iltlOIl of said injector.

4. In a priming device fora-n internal combustion engine, the combination, with an injector communicating with a source of fuel supply and connected with the cylinder of the engine, and a valve to control the How of fuel to said engine, of a controlling device for said valve and said injector, said -ontrolling device. being capable of two movement-s, one. to open the fvalv'e and the other to cause the. operation of said injector.

' operated device.

16. In a primingdevice for an internal combustion engine, the combination, with an injector. comr-nunicating with a source of fuel supply and connected with the cylinder of the engine, an electrically operated device to'control the action of said injector, and a valve to control the flow of fuel to said engine, of a switch to control the flow of current to said electrically operated device comprising a switch lever mounted for rotary movement about a fixed axisand formovement lengthwise of said axis, and a connection between said switch lever and said vaLve.

t 17. In a-priming device for an internal combustion engine, the combination, with an injector communicatingwith a source of fuel supply and connected with-the cylinder of the engine, an electrically operated device to control the action of said injector, and a valve to control the flow of fuel to said engine, of a switch to' control the flow of current to said electrically operated device comprising a switch lever mounted for rotary movement about a fixed axis and for movement-lengthwise of said axis, a connection between said switch lever and said valve, and a spring tending to move said' switch leverlengthwise of said axis.

18. In a priming device for an internal combustion engine, the combination, with an injector communicating with a "source of ,fuel supply and connected with the cylinder of the engine,'an electrically operated device to control the action of said injector, and a valve to control the flow of fuel to said engine. of a switch to control the How of current to said electrically operated device comprising a switch lever mounted for rotary movement about a fixed axis and for movement lengthwise of said axis, a connection between said switch lever and said valve, a detent to hold said switch lever against movement about its axis but to permit said movement lengthwise of said axis.

19. In a priming device for an internal combustion engine, the combination, with an injector communicating with a source of fuel supply a'nd connected with the cylinder of the engine. an electrically operated device to control the action of said, injector. and a valve to control the flow of fuel to said engine, of a switch comprising a base having a contact member connected in the circuit of said electrically operated device, a switch lever 'pivotally mounted on said base for movement into and out of engagement. with 20. In a priming device for an internal combustion engine, the combination, with an injector communicatingwith a source of fuel supply and connected with the cylinder of the engine, power operated mechanism to actuate said injector and a power-operated starter for said engine, of a device to control the operating mechanisms of both said injector and said starter, whereby said device may be manipulated to cause a charge of fuel to be injected into a cylinder of the engine and the starter operated to actuate the piston of the engine. A

21. In a priming device for an internal combustion engine, the combination, with an injector communicating with a source of fuel supply and connectedwith the cylinder of the engine, an electrically operated device to control the action of said injector,

and an electrical starter for said engine, of

a switch comprising two contact points conoperated device and said electrically operated starter and also comprising a movable contact member, whereby said injector and said starter may be successively operated by the manipulation of said switch.

22. ln a priming device for an internal combustion engine, the combination, with an in ector communicating with a source of fuel supply and connected with the cylinder of the engine, an electrically operated device to control the'action of said injector, a. yalve to control the flow of fuel. to said engine, and an electrically operated starter for said engine, of a switch comprising two contacts connected. respectively, with said electrically operated device and said electrically operated starter and also comprisinga movable contact member, and a connection between said movable contact member and said valve, whereby one movement of said .con-

. tact member will open said valve, another movement will cause the operation of said electrically operated device and another Starter.

23. In a priming device for-an lnternal combustion engine, the combination, with an injector communicating with a source of fuel supply and connected with the cylin movement will cause the operation of said 7 ing a movable contact member, and a connection between said movable contact member and said valve, whereby one movement of said contact member will open said valve, another movement wi l cause the. operation of said electricallv operated device and another movement will cause the operation of said starter, said movable contact member having movement independentlyof said valve to cause the same to operatively ensaid contact members, whereby said electrical. devices be repeatedly operated while the valve remains open.

2st. In a priming device for an internal combustion engine, the combination, with an injector communicating with a. source of fuel supply and connected with the cylinder of the engine, an electricallv operated device to control the action of said injector, a valve to control the flow of fuel to said engine, and an electrically operated starter for said engine, of a switch comprising two contacts connected, respectively, with said electrically operated device and said electrically operated starter and also comprising a movable contact member, a connection between.

said movable contact member'and said valve, wherebv one movement of said contact member will open said valve, another movement will cause the operation of said electricallyan injector communicating with a source of fuel supply and connected with the cylinder of the engine. and an air passage also communicating with said injector. of a single controlling device to close said air passage and to interrupt the communication between said injector and said source of fuel supply.

26. In a priming device for an internal combustion engine. the combination; with an injector communicating with a source of fuel supply and connected with the cylinder of the engine. a valve to control the flow of fuel to said engine. said valve having an air passage. and also having a single member to control said fuel supply and said air passage. of a controlling device to operate said valve. I

2'7. ln priming device for an internal combustion engine. the combination. with an injectmcommunicating with a source of fuel supply and connected with the cylinder of the engine. a valve to control the now of fuel toszud engine, said valvehavingin -age. a single member to cont ol *lue supplv and said air passage, of a co-ltrolhng d engine,

'and a fuel supply pipe comnniuicating with said injector cylinder, of a valve mounted in said fuel supply pipe and comprising a casing having a lay-pass communicating with the atmosphere and with said ector cylinder, and a single valve member having ports to register, respectively with said fuel sup ply pipe and with said by-pass, said ports being so arranged relatively one to another that both ports cannot register with their passages at the same time.

29. In a priming device for an internal combustion engine. the combination. 'ith an injector comprising a cylinder and a ton therein, a fuel delivery pipe connecting said cylinder with the cylinder of said engine. and a fuel supply pipe coimnunicating with said iniector cylinder, of valve mounted in said fuel supply pipe and com rising a casing having a bypass communicating with the atmosphere and with said injector cvlinder, a single valve member having orts to register, respectively, with said fuel supplv pipe and with said icy-pass. said ports being so arranged relatively one'to another that both ports cannot register'with their passages at the same time, an operating device for said injector, and a controlling device connected with said operating device and with said valve member.

30. Ina priming device for an internal combustion engine, the combination, with an injector communicating with the source of fuel supply and with a cylinder of said en glue, and a valve to control the flow of fuel to said injector, of an electrically operated device for actuating said injector, an ignition circuit for said engine. and a controll'ng device comprising contact members connected with said ignition circuit and said electrical operating device, and a movable contact member adapted to engage either of said first-mentioned contact mmnbers and operatively connected with said valve.

'31. In a priming devicel or an lTltPllilfll in combustion engine. the combination. with ignition circuit. an electrical starter. and a electrically operated injector coinnnuiicating with a cylinder of said engine and with the source of fuel supply. and a valve to control the lion of fuel to said injcrior. oi a-o'introlling device comprisingcontact mem ers. connected, respectively, with said ignition Cir Gil

circuit, said electrical starter and said elecinjector communicating with a source of fuelsupply and connected with the cylinder of the engine, and a, valve tocontrol the flow of fuel to said engine, of a controlling device to cause the operation of said valve and said injector, said controlling device'being operable to adjust said valve independently 15 of the operation. of said injector.

In a priming device for an internal combustion engine, the combination, with an injectorcommunicating with a source of fuel supplyeand connected with the cylinder of the engine, and a valve to control the flow of fuel to said engine, of means to cause the operatlon of said HUQ-CtOl' and to operate said valve independentlyof said injector.

In testimony whereof, I afiix my signature in presence of two witnesses. v.

MELROSE G. KOPF.

\Vitnesses: i

. Ronnm K. LANDIS, EDWARD N. *REED. 

